Latest news with #STvariant

Top Gear

Ford Puma Gen-E Driving, Engines & Performance

Driving What is it like to drive? First thing you notice is the squircle steering wheel. It looks big. Feels it too. Presumably that's so you can see the huge screen that sits behind, although smaller folk might struggle with it. The gear selector moves to a stalk behind the steering wheel, freeing up space on the centre console. Prod the throttle and it pulls away smoothly. Prod it with more vigour and it accelerates purposefully, with little sign of drama apart from some slight torque steer. Don't worry, we're not talking Aceman JCW levels of kickback here. Room for an ST variant perhaps? Not according to Ford – no room for an extra motor apparently. Shame. Advertisement - Page continues below Does it handle as well as the petrol? It doesn't, but to be honest we're amazed any of the combustion car's crispness has been retained at all, given the quarter of a tonne that's been added to it in the process. The steering is still taut and the Gen-E navigates twisty stuff in a manner beyond most EVs. Carrying plenty of speed into a bend, it stays admirably flat with minimal body roll. Get back on the power early and it doesn't all fall apart either, with the rear tyres gripping gamely. It gets a few drive modes too. You auto start in Normal, but switching it to Eco reduces throttle response and increases the regen, while Sport does the opposite and throws in more faux engine noise too. Doesn't sound too terrible either. Does it ride as well as it steers? Afraid not. Generally the ride is pretty unsettled and the Gen-E lacks composure, especially at town speed. Which, let's face it, is where the overwhelming majority of these will be driven. The rattles and shakes can be particularly bothersome. Advertisement - Page continues below Still, the brakes are decent, and while it coasts along merrily in regular D (Drive) mode, an L (Low) button on the drive selector stalk ramps up the regen. But it's not full one-pedal mode, which requires delving into the touchscreen to activate and deactivate. Yeah, it's exactly as annoying as it sounds. It's a similar story when it comes to the many driver assist systems that you'll want to immediately turn off, notably the speed limit warning and the lane keep assist. Oh what we'd give for a button marked 'Shush'. What about efficiency? We saw 4.4 mi/kWh, which means a real world range of 190 miles. That's versus a claim of 226 miles WLTP on the 18-inch alloys of the mid-spec car; you're looking at 233 miles on the entry one with 17s. On the face of it that's above average efficiency, though we've only driven the Puma in range-friendly conditions so far and with only 43kWh of usable capacity, you'll be doing well to get more than 150 miles out of it in the winter months. Ouch. That's less than all of its key rivals, some of which get multiple battery size options too. If range is a serious concern, you want a Kia EV3 instead. You're looking at 23 minutes for a 10-80 per cent top up on a 100kW DC charger, so you'll have just enough time to empty and restock your bladder at the service station. Highlights from the range the fastest 123kW Premium 43kWh 5dr Auto [Adv Driver Assist] 0-62 8s CO2 0 BHP 164.9 MPG Price £32,880 the cheapest 123kW Select 43kWh 5dr Auto 0-62 8s CO2 0 BHP 164.9 MPG Price £29,930 the greenest 123kW Premium 43kWh 5dr Auto [Adv Driver Assist] 0-62 8s CO2 0 BHP 164.9 MPG Price £32,880